#02#Every time we drive a Lancer Evolution we think that it must be the last version before we see an all-new car. Mitsubishi has hinted that this is the case with the last two generations, but here we are again with a new derivative of the hallowed Evolution brand, the FQ-360.
The moniker again contains the 'possible' expletive and the word 'quick' with the 360 in this case somewhat underselling the true potency, as the car should, strictly speaking, be badged FQ366. Yes, at 366bhp the FQ-360 is the most potent series production Evo ever unleashed on our roads. It looks almost identical to
the FQ340 we tested previously with the comparatively cultured and restrained new nose and tail treatments. However, this Evo differs in some details and panders to one of our loves, carbon fibre.
A large slab of a rear wing remains in place. It remains an opinion divider in terms of the lack of subtlety against its aerodynamic benefits; a true double-edged sword. It is, in itself, a work of art; a large single piece of carbon fibre of a true aerofoil section that is, get this, hollow. The FQ-360 offers some more indulgence in the form of the carbon fibre front splitter and the fins on the trailing edge of the roof (a vortex generator) carried over from the FQ-400, both ostensibly for optimising airflow.
Inside, it's familiar Evo 9, with the addition of some ancillary gauges and the bespoke FQ-360 numbered plaque. Underneath the bonnet the proliferation of the HKS parts shows that this standard road car actually features many upgraded parts from the aftermarket tuning company. Fear not though, as all of these modifications carry a full Mitsubishi warranty, now with three year's coverage with unlimited mileage.
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The headline power figure dominates the spec sheet as you'd expect; 366bhp (at precisely 6887rpm apparently) is a mighty figure but it's the torque figure that is perhaps the most telling. Now up to 363lb.ft, the latest MIVEC equipped inline four-cylinder offers serious pulling power, and the fact that the peak comes in at just 3200rpm is key. Compare this to the 321lb.ft at 4600rpm of the FQ-340 and the added flexibility, on paper at least, is appreciable.
And so it proves on the road. The FQ-360 accelerates harder and cleaner in almost all conditions. Mitsubishi quotes 0-60mph in 3.9 seconds and a maximum of nearly 160mph, but it's the in-gear and transient response that sets it apart from the lesser models. It is very, very quick in any terms, standing comparison to serious supercar exotica.
The legendary Evo handling remains as jaw dropping as ever. Being familiar with cars such as these takes the edge off capabilities sometimes. Strapping the uninitiated into the passenger seat and gauging their reactions down a twisty road always helps to reaffirm the mind-bending dynamics. The old bug bear of electronic intervention remains, but once you have learned to use it properly and drive with it accordingly the Evo a devastating tool, maybe lacking some ultimate purity, but astounding none the less.
It is all too easy to be swept away in a wave of turbo boost hurling the Evo 9 down the road in a surge of power and pace. It's at this point that restraint becomes the key as, such is the extent of the dynamic envelope of the Lancer to truly push and extend the Evo it becomes morally questionable and operating within the realms of legality could become a very grey area.
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This is the Evo's Achilles' heel in my opinion. It devours A and B-roads with such alacrity that it lures you into bending the rules, not just in physical terms. You have to be travelling at speed to begin to feel like you're working the car, as it shrugs off most road conditions and surfaces with contempt. It's almost too easy. That's not to say that the Lancer has rendered itself undesirable, far from it in fact.
It is still a hugely fun and dramatic car to drive; in this guise with all that power it is devastatingly rapid without being hugely intimidating. My reservations would be whether all of that power and pace is actually strictly necessary and good value, particularly in the context of the talent lower down the Evo ladder.
In terms of negatives, the exhaust is excessively boomy, only becoming quieter at higher speeds as the flow rate of gases increases. Loud enough that it can be a pain when cruising or pottering round town. The interior remains poor, the speedometer graduations too small to read at a glance and the driver's seat is positioned too high for some. Economy is predictably poor and the 55-litre tank is simply insufficient for a practical touring range. The six-speed 'box still lacks the slick action of the old five-speeder as well, which is a real shame. Overall, I would probably exchange improved road manners and a more complete car in terms of interior quality for some of the power.
I must admit that personally I still have fond memories for the humbler
260 and 276bhp variants of the Evolution. Those cars may have lacked ultimate headline-grabbing performance figures, but for me, offered better value. It's for the reasons in the three paragraphs above, that I'd probably recommend the lower horsepower derivatives of the latest Evo. The FQ-300 is £7,500 less than the FQ-360 and boasts, in real world terms, 95% of its capabilities.
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Mitsubishi's focus on the Lancer Evo replacement has to be on improving the practicality and usability of the car to make it an easier and more comfortable day-to-day drive, but without compromising the exalted dynamics too much. It's a big ask to replace or reinvent a cult. Ironically, the Evolution needs to do just that; evolve into the more rounded package the market now demands. It's still a blast though, and we love it as much as ever.
2006 Mitsubishi Lancer Evolution UK range overview
- Mitsubishi Lancer Evolution IX FQ-300: £28,039
- Mitsubishi Lancer Evolution IX FQ-320: £30,039
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Mitsubishi Lancer Evolution IX FQ-340: £33,039
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Mitsubishi Lancer Evolution IX FQ-360: £35,539
